With Honda pulling the plug on its S2000 sports car this year, we decided to take the Club Racer version for one last drive.
If you're up on your
Honda S2000
knowledge, then you probably know two things: The first is that this
high-revving roadster, first sold in late 1999 for the 2000 model year,
was originally envisioned as a limited-edition model to commemorate
Honda's 50th anniversary. The second is that after a 10-year model run
(which, by the way, far exceeded the company's expectations — over
12,000 were sold worldwide in calendar year 1999, with 110,673 sold
worldwide through 2008), the S2000 will cease production this year, the
final car scheduled to roll off the assembly line at the end of June.
For those of you not up to speed on
Honda's
S2000, here's a brief refresher course: The S2000 brought Formula 1
engine technology to the street, with a 2.0-liter inline-4 that made 240
bhp (Honda was, understandably, very proud of the car's 120 bhp per
liter — still an incredible number for a normally aspirated car to this
day) and revved to 9000 rpm. The car made its peak power at an
astronomical 8300 rpm, with Honda's VTEC variable valve timing kicking
into high gear at 6000 rpm. The downside was that it only made 153
lb.-ft. of torque at 7500 rpm...so you really needed to rev it. Luckily,
snicking through the gates of the 6-speed manual gearbox was pure joy,
as it was (and remains today) one of the best-shifting gearboxes ever
put into a production car.
Due to a curb weight of just 2755 lb. and rear-wheel drive, the S2000
was a terrific twisty two-lane and track-day machine, with quick,
well-weighted steering and a fairly neutral handling balance. But early
cars gained a reputation for being a bit nervous at the limit, resulting
in the occasional unintended oversteer.
The S2000's interior was both unique and sporting (also Spartan),
focused solely on the art of fast driving. Interesting features included
its half-moon bar-graph tachometer display, a large digital speedometer
readout as well as bar-graph displays for fuel level and coolant
temperature. This instrument panel was ahead of its time in 1999, and
many thought it was the wave of the future. Honda kept this electronic
setup throughout the S2000's 10-year model run, although the
tachometer's graph was reworked into more of a quarter-moon for the 2004
model. The car also had supportive seats and a grippy, small-diameter
leather-wrapped 3-spoke steering wheel.
Although little changed on the S2000 throughout its 10-year run, 2004
saw updates to the engine and suspension. Addressing the S2000's anemic
torque, Honda increased the engine's stroke to 90.7 mm for a gain of 181
cc, making it a 2.2-liter. High- and low-speed VTEC cam lobes were
adjusted to make more productive torque, while the engine's redline was
lowered to 8000 rpm. Peak power remained at 240 bhp, but was generated
500 rpm lower at 7800 rpm. Torque was increased from 153 lb.-ft. at 7500
rpm to 161 lb.-ft. at 6500 rpm. The ratios of the first four gears were
also lowered to further improve acceleration.
To address the S2000's nervous tail, the '04 model received softer rear
springs, a softer rear anti-roll bar and altered geometry. Wider tires
(215/45R-17s up front with 245/40R-17s at the rear, versus the original
car's 205/55R-16 front, 225/50R-16 rear setup) improved grip, especially
at the rear.
On the outside, the '04 car could be spotted by its new 10-spoke wheels,
new headlight cluster, LED taillights and oval exhaust tips. Inside,
reshaped doorpanels, the aforementioned instrument panel and silver
accents for the center console and radio cover were the highlights.
For the 2008 model year, Honda unveiled the limited-edition S2000 CR
(for Club Racer), although the standard S2000 was still available. The
CR's large rear wing, removable hardtop and in-your-face front air dam
explained in no uncertain terms that, yes, this S2000's home was the
race track. The car's firmer suspension — 38-percent stiffer front
springs with 50-percent stiffer front dampers and 17-percent stiffer
rear springs with 32-percent stiffer rear dampers, along with larger
front and rear anti-roll bars hit home Honda's intentions. Even the
stereo and air conditioning were deleted to save weight, although they
could be added back as options. Stickier Bridgestone Potenza RE070s
(215/45R-17 front, 255/40R-17 rear) and quicker steering rounded out the
mechanical changes — the engine compartment was left completely
untouched.
Ok, so the CR is a fantastic track car. But what's it like driving it to
and from the track, or more importantly: Would a sane person even
consider driving it to work? Although the CR's ride is harsher than your
average family sedan, it's actually pretty easy to live with. Sure,
some clutch slippage and revs are needed for quick-off-the-line
stoplight launches; and don't expect Lexus-like civility inside the
cockpit — the engine can be buzzy and a fair amount of tire noise makes
its presence felt on the highway. But compared to pretty much any
track-day car equipped with aftermarket suspension components, the CR is
a pussycat.
And that's part of what makes the S2000 CR so alluring. You can
virtually drive it off the showroom floor directly to a track, where it
will perform (driver willing) at a level with cars making far more
power, no modifications needed (other than brake pads). Plus, at $38,665
— with air conditioning and an 8-speaker AM/FM/CD stereo system — the
CR is a mighty good bargain.
If the S2000 is so good, why is Honda killing it? A U.S. Honda official
said: "It was simply decided that after a successful 10-year run, with
lagging demand and a tough economic climate, production should be
ended." And it was a good run, especially for a car Honda didn't have
big plans for. But with only 2538 cars sold in the U.S. in 2008, the
writing was on the wall.
So what can we expect as far as an affordable Honda sports car in the
future? For now, a Honda source told us there are "no current plans for a
successor. Never say never, but there's nothing on the radar."
In other words, until the economy picks up, don't count on something
like the S2000 from Honda. But when things start looking up again, we
wouldn't be surprised if Honda brings out a new sports car that's less
expensive than the S2000, yet equally high-revving and exciting.
We can only hope. In the meantime, if you're looking for killer
track-day car that's also a blast to drive on the street, the S2000 CR
should be at the top of your list. Get one while you still can.
